Fuel valve for internal-combustion engines



Nov. 1924. 1,515,168

' H. POKORNEY FUEL VALVE FOR INTERNAL COMBUSTION ENGINES File n 1922 I 2 Sheets-Sheet 1 ENVENTOR fi I f y BY 7 '9 AWORNEEY H. POKORNEY FUEL VALVE FOR INTERNAL COMBUSTION ENGINES '7 1922 2 Sheets-Sheet Filed Jan.

ATTORN EY Patented Nov. ll, @2 1.

can rates HENRY POKORNEY. 0F ROME, NEW' YORK.

FUEL VALVE FOR INTERNAL-COMBUSTION ENGINES.

Application filed January 7, 1922. Serial No. 527,789.

To all whom it may concern Be it known that I, HENRY POKORNEY. a citizen of the United States, and a resident of Rome, county of Oneida. State of New York. have invented certain new and useful Improvements in Fuel Valves for Internal-Combustion Engines. of which the following is a specification.

This invention relates to internal combustion engines of the high compression type, wherein the fuel oil is injected into a fuel feeding valve contained in the cylinder. the character of the fuel being any of those heavy oils which are derived from petroleum: and the ignition is accomplished through the high temperature of the gas under compression.

The primary ob'ect of this invention is to provide a fuel feeding valve which will effectually transform said heavy oils into a highly inflammable gas.

The object of this invention is to provide a valve for injecting liquid fuel into the cylinder of the engine during the suction stroke, and there transform this liquid into a highly inflammable gas during the compression stroke; or if preferable the fuel may be injected into the cylinder during the compression stroke. but if this is done, the injection of the fuel should occur during the early part of the compression stroke to provide sufficient time for the liquid fuel to be transformed into a gas.

This valve embodies new and novel features whereby the liquid is first injected into a primary chamber having direct communication with the combustion chamber. and from this primary chamber it is forced through a. perforated dividing wall into a secondary chamber by compressed air which enters said primary chamber from the combustion chamber. The liquid in passing through the perforations is broken up into fine sprays, or in other words is atomized, and when in this condition it is met by finestreams of air which thoroughly intermixes with the liquid fuel and vapo-rizes it. The vapor is then gasifiedby the heat which it absorbs from the air being compressed during the compression stroke, and ignition finally occurs when the gas expands and enters the combustion chamber. As combustion continues the gas in the secondary chamber continues to expand and escape into the combustion chamber of the engine,

where most of the combustion takes place.

This invention will be more fully understood from the following description, taken in connection with the accompanying drawmg, forming a part hereof, and in which similar numerals refer to similar parts throughout the several views.

Fig. 1, is a longitudinal sectional "iew of a valve representing a practical embodiment of this invention.

Fig. 2, is a sectional view taken on line 22 of Fig. 1.

Fig. 3, is a sectional view taken on line 3-3 of. Fig. 1. I

Fig. 4, is a sectional View taken on line l4 of Fig. 1.

Fig. 5, is a longitudinal sectional view of an internal combustion engine which embodies the valve represented in Fig. 1.

Fig. 6, represents a side elevation of the. speed control lever as adapted for the engine represented in Fig. 5.

Referring to the valve represented in Fig. 1, 7 is a cylindrical body carrying lugs 8 through which pass the studs 9. 10 represents a portion of the cylinder head of the engine, the studs 9 being threaded therein as shown.

The upper end of the valve body 7 is provided with a chamber 11 into which enters the fuel supply pipe 46. The upper end of the chamber 11 is closed by a cap 14 which carries a pet cock 15. The lower end of the valve body 7 is provided with a primary fuel chamber 16. Fitted into the cylinder head 10 is a casing 17 which forms asecondary fuel chamber 18. A diaphragm 19 divides the chambers 16 and 18 and is provided with perforations 20.

Holes 21 are provided, which lead from the combustion chamber 22 of the engine, to the chamber 16, passing through the walls of the casing 17, through the diaphragm 19, and through the valve body 7 as shown.

A hole 23 forms communication between the chambers 11 and 16. Into the hole 23 is fitted a valve stem 24 which is square in sectional shape as shown in Fig. 4, thereby providing channels 25 through which fuel oil may pass from the chamber 11 to the chamber 16. The valve stem 24 carries a valve head 26 whlch operates to open and close the hole 23, a seat being formed at 27 in the usual manner.

The valve head. 26 is normally held closed as shown, through the valve stem 24, washer 28, and spring 29; the washer 28 being firmly fixed to the valve stem 24 by the screw 30.

The valve body 7. diaphragm 19, and casing 17, are firmly clamped to the cylinder head 10, between the shoulder 31 and nuts 32.

Holes 33 and 34 are provided in the walls of the casing 17. to form communication between the chamber 18 and the combustion chamber 22 of the engine: the holes 34 lead into the hole 35 which communicates with the chamber 18 as shown. It is preferable that the sectional area of the hole 35 is just equal to the total area of all the holes 34.

The preferable means for supplying fuel to the valve, and for controlling the quantity thereof, is represented in Figs. 5 and 6: wherein 36 indicates the valve represented in Fig. 1 as mounted to the cylinder 10. 37 is the piston of the engine and in conjunction with the cylinder 10 forms the combustion chamber 22. 38 is the connecting rod through which the piston 37 co-acts with the crank shaft 39 in the usual manner.

The valve 12 operates from the movement of the cam shaft 40 and cam 41. The cam shaft 40 may be driven from the crank shaft 39 through any form of transmission device suitable for such purpose, 'many of which are well known in the art. The valve 12 may serve as both the air inlet and exhaust valve, or an additional valve may be provided in which case they would act individually as an air inlet valve, and an exhaust valve.

The cam shaft 65 carries the cam 42 and is driven from the crank shaft 39 through the spur gears 43 and 44.

A fuel pump 45 is mounted on the crank case 49 and is provided with the usual inlet and exhaust check valves. A. pipe 46 connects the exhaust end of the pump 45, with the chamber 11 of the valve 36. A pipe 47 connects the inlet side of the pump 45 to any source of fuel oil supply.

A lever 50 is mounted on a pivot pin 48 which is carried by the crank case 49. end of the lever 50 carries a cam roller 52 which is adapted to co-act with the cam 42, and the opposite end is provided witha handle 53.

The piston 54 of the fuel pump 45 is connected to the lever 50 through connecting link The spring 56 normally holds the piston down and the cam roller 52 against the cam 42 through the pin 51, lever 50, con ne ting link 55, and the head end 57 of the piston rod 54.

Reciprocating motion is imparted to the piston 54 by the movement of the crank shaft 39 through gears 44 and 43, cam shaft 65. cam 42, cam roller 52, pin 51, lever 50 and connecting link 55.

If it is necessary to reciprocate the piston 54 when the engine is not in operation,

One

the same may be accomplished by hand through the handle 53, lever 50, and connecting link 55. ln all. cases the piston 54 is returned to its normal down position by the spring 56. I

As a preferred means for altering the stroke of the piston 54, 1 provide a cam shaped lever 58, adapted to engage under the lever 50 as shown at 59 in 6. The lever 58 is pivoted on the pin 60 and carries a handle 61. A locking pin 64 is provided. which is carried by the lever 58 and adapted to engage with any of the holes 62 in the crank case 49, thereby locking the lever .38 in various positions. by locking the lever 58 in certain positions, the cam shaped portion 63 will limit the downward movement of the lever 50 to the extent required, for regulating the recipro cating movement of the piston 54.

The operation of the engine and valve is as follows: I

The fuel pump 45 is timed so that an injection of fuel oil will be introduced into the valve 36 once during each suction stroke of the engine. For changing the speed of the engine the quantity of fuel injected by the pump into the valve 36 is changed; this is accomplished by changing the stroke of the piston 54 as previously described.

The fuel oil enters the valve 36 through the pipe 46; first entering the chamber 11 and raises the valve head 26 from the seat 27, through the pressure produced by pump 45 in the fuel oil. A quantity of fuel oil, equivalent to that displaced by one stroke of the piston 54, will then enter the chamber 16, and fall on the surface of the diaphragm 19, filling the holes 20 but will not pass through on account of capillary attraction; then, as the pressure in the cylinder increases during the compression stroke, air is forced through the holes 21, into the chamber 16, and through the holes 20, can

rying with it the fuel oil into the chamber 18; at the same instant hot air from the combustion chamber also enters the chamber 18 through the holes 33 and 34, and meeting the fine sprays of fuel oil, intermixes and vaporizes it;

As the temperature of the compressing air increases, it causes the vapors to gasify, and finally ignites through the holes 33 and 34.

An important feature in connection with this valve is that the volume of the chamber 18 should be considerably less than that of the combustion chamber of the engine, so that suiiicient air cannot be contained in this chamber for complete combustion of all the fuel, then after the primary flash of ignition, the gases formed in the chamber 18 cannot burn until they escape into the combustion chamber of the engine, also the fact that the holes 33 and 34 are very small seems llt is apparent that RCO to assist greatly in preventing combustion of the gas in the secondary chamber. The flow of gas from the chamber 18 is automatically controlled by the forward movement of the piston 37, viz :As combustion of the gas in the combustion chamber 22 proceeds, and as the piston moves forward, the pressure will fall, thereby allowing rich gas to escape from the chamber 18 into the combustion chamber 22, this immediately burns and a reasonably slow feeding and burning of the gas goes on. throughout the combustion period, or early part of the expansion stroke of the engine.

Another important feature is that the total area of the holes 20 must be greater than the total area of the holes 33 and 3 1; I prefer to make this ratio about 6 to 1, otherwise there will be little air current passing through the holes 20 to atomize the fuel oil, and to carry it into the chamber 18; also for the same reason the total area of the holes 21 should be considerably greater than the total area of the holes 20.

Having thus described my invention what I claim, and desire to secure by United States Letters Patent is as follows:

The combination with an internal. combustion engine cylinder having a hole in the head thereof, a counterbore in said hole to form a shoulder; of a lower casing adapted to tit said hole, perforations in the bottom and side walls of said lower casing and ver- -tical conduits in said side walls; a flange on said lower casing adapted to engage said shoulder; an upper casing with vertical conduits in the side walls thereof which match said vertical conduits in said lower casing, the same being formed to open into the upper region of the chamber formed by said upper casing; means for clamping both of said casings in said hole against said shoulder; and a perforated diaphragm interposed between said casings, said diaphragm being provided with additional holes to match the said vertical conduits.

In testimony whereof I affix my signature.

HENRY POKOR-NEY. 

